Electric signaling system.



J. D. TAYLGR. ELECTRIC SIGNALING SYSTEM.

`APPLICATION FILED JAN. 11, 1910.

Patented Aug. 20, M2,

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, To all whom t may concern middle point of STATES FATENT '@FFCE.

JOHN D. TYLGR, OF EDGEWOOD PARK, PENNSYLVANIA, ASSIGNOR TO THE UNON SWlTGHa SGNAL COMPANY, 0F SWISSVALE, PENNSYLVANIA, A CORPORATION OF FENNSYLVANIA.

nnnernrc SIGNALING SYSTEM.

Specification of Letters Patent.

ljatented Aug.' 20, 1912.

Be it known that I, .loi-inl). TAYLOR, a citizen of the United States, land resident of Edgewood Park, in the county of Allegheny and State of Pennsylvania, have inlvented certain new and useful Improvements in Electric Signaling Systems, of which the following is a specification. y

My invention relates to block signaling systems for railways, and more particularly for electric railways the track railsv of which are electrically continuous Vfor all currents. lt is premised therefore that whenever l use herein the terms blocks or t sections or block sections l do not intend to designate actually separated or insulated block sections of track, but only to designate the portions of track between adjacent. signals.

l will describe a railway signaling system embodying my invention, and then point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is a diagrammatic view showing a portion of anfelectric railway having applied thereto a signaling system embodying my invention. Figs. Q and 3 are views illustrating'Y a modification of the system shown in Fig. l.

Similar reference characters refer to similar parts throughout the several views.

Referring now to Fig. l, r and r designate the track rails of a portion of an electric railway, which rails are electrically continuous for all currents. Amis a generator for propulsioncurrent, which current may be either direct or alternating. One terminal of this generator is connected to the usual third rail or trolley wire h, and the other terminal is preferably connected to a conductor m which connects' the two rails of the track. B is an alternating current generator for supplying the signaling current. This generator should be adapted to give' a current of different frequency from that supplied for the propulsion current when the latter' is alternating. The current from the generator B is led to the various signaling instruments by means of line wires or conductors y', lc. C and C designate transformers whose primaries p, p are connected across the conductors y', la, and whose. secondaries s, s" vare connected across the track rails 0",.1 at as nearly as may be the the blocks which` they respectively supply. Those portions of these rails at vor adjacent to the end of each block arey provided with means for increasing their ohmic resistance, which means consists, preferably, in substituting for the or'- dinary rail a portion of-rail of manganese steel or other suitable steel alloy, these por tions being designated in the diagram by g. These substituted portions of rail are ocated, as stated, at the ends of theblocks, near which are located signals S, S. These signals are controlled by relays R, R, URY and R", which are connected across the rails at theextreme entls of the manganese .steel sect-ions. These relays are preferably of the type having two elements, one of which is energized from the track circuitand the\other from the line wires ff, fr, although I do not wish to limit myself tothe use ofv this type of relay. In the arrangement shown, the armature elements a, a of the relays are connected across t.he.,track rails. The field elements f, f are energized from the line conductors y', lc, andV in such y direction that the currents therein coacting with the currents in the ar atures derived from the track rails will cause the armature to move and close the contacts e, c The secondaries of the transformers C and C are connected to the rails oppositcl-y. that is to say, the positive terminal of the transformer C' is connected to the same track rail as the negative terminal of the transformer C. rlhe relays between each'twoV transformers are each connected to the line and across the track rails in such sense that the current from any transformer except t-he one intended to operate the relay, will be in the Wrong direction to close' its contacts, and will, therefore, The end of each of the blocks is similarly equipped, and each signal is controlled by 'two relays, one at each end of the block,

both of which are supplied with current from the .transformer between them; and the two relays of each block have the contacts controlled thereby in series in or signal 'controlling circuits.

l/Vhen a train stands on any part of a block section between a relay and the transformer supplying the relay, current is .cut off from the relay, and the signal circuit is opened, causing the signalto go to danger.

The shunting of each relay will,'ofcourse,

tend to open its contacts.

occur a'short time beiore the train reaches even when it is not between the but by reason of that relay, relay Vand'its transformer, l the added ohmic resistance due to the portion of high resistance rail, this distance can Whenn a tram and the relay,

be very greatly shortened.

stands between a transformer this relay will receive current transformer beyond, but, as traced from the diagram, this current is in from the next the wrong direction to cause a closing of the relay contacts, and will have a tendency It will also be readily s een that the middle points or' the rail secto open the contacts.

tions g; will be at the potential zero.

lt Iwill of any block will always cause the short circuiting of one of the two relays of this block, and that since these two relays have their contacts in series, 'in the signal-controlcircuit will be held openr and the signal guarding the entrance to that block will remain at danger, so long as the block is occupied. ln leaving any block, a

control of the last relay control of the first relay thereby holds ling circuit, that train before losing ot' that bloeit gains of the succeeding block, and the signal behind the train at such time as it is protected by the entrance to the next block. means of -deiining the limiting points of the block sections, and of increasing the potential of the signaling current at the relay terininals, o the substituted railportions with iron -for the purpose of those portions preferably laminated to prevent loss from eddy currents and which should be confined to the rail from danger until lleaving it and flowing through the surrounding envelop. ln FigsQ and $3, I have shown portions of rails r sinrounded by thin plates of iron g, the plates having portions which lit between the head and buse flanges of the rail, and which also preferably extend around the base flanges and underneath the base of the rail. i ue plates may be secured in a solid group by means of bolts as shown in tho drawings. This added iron acts to increasethe impedance of the rails, by forming an almost cranplote around the current carried by the rails, and in ellect multiplies their'impedance many times.

Having thus described my invention, what I claim is:

l. A. continuous rail block signaling system comprising track rails having portions can easily be be seen that a train in any portion the signal at As a further I may surround as much as Apossible increasing the impedance of of the ralls. This iron 1s to prevent the current magnetic circuit thereo near the ends of the blociis of increased ohmic resistance.

which are electrically continuous for all currents, and which are provided with portions of increased ohmic resistance, transformers connected to the track rails midway between the portions thereof of increased ohmic resistance, adjacent transformers being oppositely connected to said rails, signal controlling 'relays connected to the railsnear the ends of the portions thereof of increased ohinic resistance, and signals controlled by the relays; substantially las described.

3. In a block signaling system, track rails which are electrically continuous for all currents, said rails having portions ot' increased ohmic resistance, two signal controlling relays connected across the track rails between each two adjacent portions'of increased ohmic resistance at points near the ends of such portions, said relays having signal controlling cont-acts in series with each other, and a transformer connected to the track rails, substantially midway between each two relays, adjacent transformers being oppositely'onnected to the track stantia-lly as described.

4. A continuous tem, comprising track rails having portions thereof of increased ohmic resistance, and having at the lsame points means to increase their impedance.

5. A continuous rail block signaling system, comprising track rails having portions thereof near the ends of the blocks of increased ohmic resistance; and means for increasing the impedance of said portions consisting of a body of iron inclosing the web and base of the rail and extending. upwardly on one side of the head.

6. In a railway signaling system, two track sections, a track circuit for each section, and a portion of track rail of increased resistance between the said sections.

7. ln a railway signaling system, a plurality of track sections, a track circuit for each section, and a portion of track rail of increased resistance between adjacent sections.

ln testimony whereof, I have hereunto signed my name to these specifications, in the presence of two subscribed witnesses, this th day of January, 1910.

JOHN D. TAYLOR.

, Costes of this patent may he obtained for ve cents each, by ar-,rssing the "Commissioner of atente,

' Washington, "J, C.

rails; subrail block signaling sys-4 ics llO 

